It’s fitting that Kia’s Frankfurt design studio, which created the GT concept shown at the 2011 Frankfurt Motor Show, would be called upon to design the production version of that vehicle. Computational Fluid Dynamics was used to lay out the aerodynamic details which include: a fastback silhouette (the Stinger is a five-door) with integrated lip spoiler, semi-flat underfloor panels that lead into a rear diffuser, ventilation “gills” located behind the front wheels to reduce wake turbulence, horizontal brake cooling slots up front, and air inlets designed to reduce front lift. Together they result in a coefficient of drag of 0.30.

Inside, the Stinger has what Kia describes as a “confident” instrument panel design with a strong horizontal motif, and a center stack split into an upper and lower levels for the infotainment screen and controls, and the controls for the climate controls system, respectively. GT models get a flat-bottom steering wheel, and Nappa leather is an available option. Cars fitted with the four-cylinder engine get a six-speaker audio system with 7.0-in. haptic touchscreen, and Kia’s UVO telematics system. Those with the V6 receive eight speakers, and an external amplifier. Order the premium audio system, however, and the speaker count jumps to 15, includes subwoofers mounted under the front seats, QuantumLogic Surround Sound and Clari-Fi.

The Stinger sits on a 114.4-in. wheelbase, which is not only longer than that found on cars like the Audi A5 Sportback and BMW 4 Gran Coupe, but greater than that of mid-size sport sedans like the Lexus GS. It’s also longer (190.2 in.) and wider (73.6 in.) than others in its class, and has 23.3 ft.3 of luggage space beneath its hatch.

Developed in drives across Europe, the Middle East, Asia, and North and South America, the Stinger spent plenty of time on the Nurburgring Nordschleife. Each prototype did at least 480 laps around the ‘Ring, covering a minimum of 6,214 miles in the process. It resulted in several modifications to the Stinger’s suspension, including high-strength from wheel bearings, larger diameter dampers, aluminum braces supporting the front MacPherson struts, and a stiffer rear subframe for the reinforced five-link rear suspension.

Base models have a passive suspension system, while the GT is fitted with Dynamic Stability Damping Control, Kia’s first continuously variable electronically controlled damper system. There are five drive modes (Custom, Eco, Sport, Comfort and Smart), and they respond to road conditions and driver input based on a series of set algorithms. The electric power steering system’s boost level, controlled via a rack-mounted electric motor, also is altered when the drive mode is changed. Variable ratio steering is standard on the GT, where it provides different ratios based on steering angle.

The standard engine is a 2.0-liter inline four with a twin-scroll turbocharger. It produces 255 horsepower at 6,200 rpm, and 260 lb.-ft. of torque from 1,400-4,500 rpm. This is enough, says Kia, to launch the Stinger from 0-60 mph in 5.9 seconds. Moving up to the twin-turbo 3.3-liter V6 bumps power output to 365 hp at 6,000 rpm, and 376 lb.-ft. of torque from 1,350-4,500 rpm. This drops the 0-60 mph time to 4.7 seconds, and raises top speed to 167 mph. Both engines are mated to an eight-speed automatic transmission that comes standard with an oil cooler, a torsional vibration-absorbing torque converter design, and steering wheel-mounted paddle shifters. Changing the drive mode also changes its shift response.

Monobloc aluminum brake calipers are used front and rear, with four-piston units in front and dual-piston units in the rear clamping 13.8-in. and 13.4-in. ventilated discs, respectively. The 2.0-liter turbo model is fitted with 225/45R-18 all-season performance tires front and rear, while the GT is shod with 225/40R-19 front, and 255/35R-19 rear Michelin Pilot Sport 4 summer performance tires.

Rear-biased all-wheel drive is an available option, and it can distribute up to 50% of drive torque to the front wheels when rear wheel slip is detected. Up to 80% of available torque is sent to the rear wheels in Sport mode, and brake torque is applied to provide torque vectoring no matter the situation. Rear-drive Stinger GT models have the option of a multi-plate limited-slip differential.

The 2018 Stinger also offers a number of safety systems, including: Driver Attention Warning, Forward Collision Avoidance with Pedestrian Detection, Smart Cruise Control with Stop & Go, Lane Keeping Assist, and Blind Spot Collision Warning with Rear-Traffic Collision Warning. Official pricing will be set closer to the December 2017 launch date. However, Motor Trend is reporting that the Stinger will start at $32,795, including destination. The Premium trim level adds $5,100, and all-wheel drive another $2,200. Moving up to the V6-engined GT raises the base price to $39,895, though this jumps to $44,395 for the GT1 package, and $50,395 for the GT2 package. Again, adding all-wheel drive increases the bottom line by $2,200. These prices are estimates, and may change closer to launch.